Multi-stance aerial device control and display

ABSTRACT

A vehicle including a body and an aerial device operable to rotate, extend, and retract relative to the body. The vehicle further includes a control panel, an electronic display, a computer control system, and an aerial elevation sensor that senses an elevation of the aerial device, wherein the computer control system receives a piece of data corresponding with the elevation and generates a graphical representation of the current operating ability of the aerial device based on the elevation that is displayed on the electronic display of the control panel.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/885,510, filed Jan. 31, 2018, the entire contents of which are herebyincorporated by reference herein.

FIELD OF THE INVENTION

This invention generally relates to vehicle mounted firefighting aerialdevices consisting of ladders or booms, with or without platforms, andmore particularly to an aerial device control and display system for usetherewith.

BACKGROUND OF THE INVENTION

Traditional firefighting aerial devices used by fire departments in theUnited States leave control of the aerial device in the hands of theoperator who is responsible for referencing a physical load chart thatdescribes the operational parameters of the device in text and graphics.

Factors that affect the operational parameters of the aerial deviceinclude the number of people on the ladder and/or in the platform, theplacement of the people on the ladder and/or in the platform, theextension of the aerial device, the elevation of the aerial device, therotation of the aerial device, and whether the aerial device is chargedwith or flowing water.

In addition, typically fire trucks that deploy an aerial device requirethe use of stabilizers that extend from the frame of the fire truck whenthe aerial device is in use in order to provide support to the firetruck in order to prevent the fire truck from tipping in the directionthat the aerial device is deployed due to the weight of the aerialdevice being extended beyond the center of gravity of the fire truck.

A first traditional control panel 50 for an aerial device is illustratedin FIG. 19 and a second traditional control panel for an aerial deviceis illustrated in FIG. 20. As illustrated in FIG. 19, the traditionalcontrol panel 50 for an aerial device includes a controller 52 and atraditional physical load chart 54. The controller 52 has a joystick 56that can be moved in a forward direction 58, a reverse direction 60, afirst side direction 62, and a second side direction 64 that is oppositethe first side direction 62.

To extend the ladder and platform a first direction, the operator willpush the joystick 56 in the forward direction 58. Likewise, to retractthe ladder and platform, the operator will push the joystick 56 in thereverse direction 60.

Further, to rotate the ladder and platform, an operator will push thejoystick 56 in the first side direction 62 to rotate the ladder in thefirst direction and will push the joystick 56 in the second sidedirection 64 to rotate the ladder in the second direction.

As illustrated in FIG. 20, the traditional control panel 50 for anaerial device includes a controller 51 and a traditional physical loadchart 54. The controller 51 has a first, second, and third lever 57. Thefirst lever can be moved in a first direction 59 and a second direction61. The second lever can be moved in first direction 63 and a seconddirection 65. And the third lever can be moved in a first direction 67and a second direction 69.

To extend the aerial device in a first direction, the operator will pushthe first lever in the first direction 59. Likewise, to retract theaerial device, the operator will push the lever in the second direction61 reverse that of the first direction 59.

Further, to rotate the ladder and platform, an operator will push thesecond lever in the first direction 63 to rotate the ladder in the firstdirection and will push the lever in the second direction 65 to rotatethe ladder in the second direction.

Also, raise the aerial device away from the ground, an operator willpush the third lever in the first direction 67 and to lower the aerialdevice closer to the ground a user will push the third lever in thesecond direction 69.

However, before rotating, extending, retracting, raising or lowering theladder and platform using the traditional control panels 50 illustratedin FIGS. 19 and 20, the operator must first consult the traditionalphysical load chart 54. The traditional physical load chart 54 providesinstructions and illustrations of the operational parameters the aerialdevice.

Further, the aerial device may be equipped with piping and a nozzle(monitor) mounted on the device which can be charged with water from thefire truck pump or other source to discharge water and an elevatedheight onto the fire. The reaction force from the flow of the water, andthe downward force from the weight of the water, must be accounted foron the load chart and considered by the operator.

For example, typically a traditional physical load chart 54 includes thefollowing operational parameters for the aerial device being used thatthe operator must take into consideration before moving the aerialdevice: the number of people on the platform, the placement of thepeople on the aerial device, the angle 68 at which the aerial device isbeing extended, the height 70 of the aerial device, the reach 72 of theextended aerial device, the rotation 66 of the aerial device, andwhether the aerial device is charged with or flowing water out of theaerial device.

The typical physical load charts used by fired departments in the UnitedStates will often times only describe the operational parameters of theaerial device when the stabilizers of the firetruck are fully deployed.

However, this can be problematic, as in practice full deployment of thestabilizers is not always possible, especially in urban areas whereparked cars and other obstacles often times will obstruct the fulldeployment of the stabilizers.

Further, due to the uncertainty of where the next fire will start orwhere the next call will take them, the fire departments have no way toplan ahead or, often times, even the time to fully assess their locationto make a determination of where to optimally place the firetruck toallow for the full deployment of the stabilizers before using the aerialdevice.

Next, the traditional aerial devices and platforms used outside of theUnited States, such as in Europe, will typically use a more complexsystem to measure the active load on the aerial ladder that takes intoconsideration the deployment position of the stabilizers.

Typically, the systems outside of the United States will utilize acomputer control system coupled to load sensors that will detect whenthe device is reaching its maximum load depending on position of thestabilizers and will stop any further deployment of the aerial devicebefore the aerial device exceeds its maximum load and becomes unstable.

However, the problem with the systems typically used outside the UnitedStates is that system relies on using sensitive load sensors thatinevitably are damaged due to the generally rough nature of fightingfires.

As will be understood, when the load sensors in the system is damaged itbecomes extremely problematic as most fire departments only have alimited number of firetrucks and often times even fewer firetrucks thatare fitted with an aerial device.

Therefore, any downtime caused by the damaged load sensor can put thelives of the firefighters and the people they are trying to help indanger by not providing the firefighters with a firetruck or additionalfiretrucks with an aerial device, which may be needed to safely put outa fire or to safely rescue a person trapped in a building that is onfire.

Further, due to the load sensors being easily damaged current firedepartments employing systems using load sensors are required to conducthigh levels of maintenance and service on the sensors even when they arenot currently damaged to avoid the situation where they need to deploythe aerial device while at a call and then find out that they cannotdeploy the aerial device due to a load sensor that has been damagedsince the last time the aerial device was deployed.

In view of the above, there is a need for a system that overcomes one ormore of those problems. Embodiments of the present invention providesuch a system for controlling the deployment of an aerial device. Theseand other advantages of the invention, as well as additional inventivefeatures, will be apparent from the description of the inventionprovided herein.

BRIEF SUMMARY OF THE INVENTION

Embodiments of the present invention provide a system that replaces thetraditional printed load chart used in the United States withoperational instructions conveyed via an electronic display.

The system has a computer control system that senses the extension ofthe stabilizers and the extension, elevation, and rotation of the aerialdevice. Then the system provides an appropriate graphical representationof the capability of the device to the operator of the aerial device onan electronic display.

The system's graphics will change as the device is repositioned, so thatthe operator sees only that information needed for that configuration,which allows the user to safely maneuver the aerial device.

Further, the graphical information of the system will adjust dependingon the deployment position of the stabilizers of the fire truck to whichthe aerial device is coupled.

This means that if there is sufficient room to completely deploy thestabilizers, the graphical display of the system will show the fullcapability of the device. However, if the stabilizers can only bedeployed partially, the tip load (number of personnel allowed at variousregions on the ladder) will be reduced accordingly.

As will be understood, embodiments of the present invention allow theoperator to use the aerial device to the greatest extent possiblewithout the reduced reliability that comes with a device that attemptsto measure dynamic load.

Further, embodiments of the present invention can be utilized with firedepartments that are capable of fully deploying the stabilizers, such assuburban fire departments, and can benefit from the higher tip loadsthat go with the wider deployment of the stabilizers. Embodiments canalso be used with fire departments that are willing to deal with asmaller tip load in order to allow for a more narrow deployment of thestabilizers, such as urban fire departments that will often times haveto deal with obstructions, such as cars or narrow streets, that preventthe full deployment of the stabilizers during use of the aerial device.

In one aspect, an embodiment of the present invention provides acontroller for a multi-stance aerial device having a control panel withan electronic display to provide a graphical representation of a currentoperating ability of an aerial device. The electronic display iselectrically coupled to a computer control system having a sensor thatdetects a piece of data about an operational parameter of the aerialdevice and the computer control system sends a second graphicalrepresentation to the electronic display if the operational parameter ofthe aerial device has changed.

In one aspect according to an embodiment of the present invention, thesensor is a stabilizer sensor.

In one embodiment, the operational parameter detected by the stabilizersensor is the spread of a stabilizer.

In yet another aspect, the sensor is an aerial elevation sensor.

In one embodiment, the operational parameter detected by the aerialelevation sensor is the maximum elevation of the platform of the aerialdevice.

In yet another aspect, the sensor is an aerial rotation sensor.

In one embodiment, the operational parameter detected by the aerialrotation sensor is a position about the rotational axis of the aerialdevice.

In yet another aspect, the sensor is an aerial extension sensor.

In one embodiment, the aerial extension sensor senses the position ofthe aerial device along an extension axis.

According to another embodiment, the present invention, a system forcontrolling a multi-stance aerial device is provided having a controllerand a control panel having an electronic display for providing agraphical representation of a current operating ability of an aerialdevice. The electronic display is electrically coupled to a computercontrol system having a sensor that detects a piece of data about anoperational parameter of the aerial device. The computer control systemsends a graphical representation to the electronic display of theoperational parameters of the aerial device.

In yet another embodiment, the sensor is a stabilizer sensor fordetecting the spread of a stabilizer on a vehicle coupled to the aerialdevice.

In yet another embodiment, the system for controlling a multi-stanceaerial device has a second sensor for detecting a second piece of dataabout a second operational parameter of the aerial device.

In one embodiment, the second sensor is an aerial rotation sensor.

In yet another embodiment, the system for controlling a multi-stanceaerial device also has a third sensor for detecting a third piece ofdata about a third operational parameter of the aerial device.

In one embodiment, the third sensor is an aerial elevation sensor.

In yet another aspect, the sensor is a fluid presence sensor.

In one embodiment, the fluid presence sensor senses whether there isfluid in the piping.

In yet another aspect, the sensor is a fluid flow sensor.

In one embodiment, the fluid flow sensor senses whether there is fluidflowing out of the fluid monitoring nozzle.

According to another embodiment of the present invention, a method forcontrolling a multi-stance aerial device including calculating anoperating ability of an aerial device with a computer control systembased on a piece of data received from an aerial rotation sensor, anaerial elevation sensor, an aerial extension sensor, or a stabilizingsensor with a computer control system. Also included in the method isdisplaying a graphical representation of the current operating abilityof an aerial device on an electronic display.

In yet another aspect, the operating ability of the aerial device iscalculated using rotational position data of the aerial device about anaxis sensed by the aerial rotation sensor.

In yet another aspect, the operating ability of the aerial device iscalculated using elevation data of the aerial device sensed by theaerial elevation sensor.

In still yet another aspect, the operating ability of the aerial deviceis calculated using extension data of the aerial device along an axissensed by the aerial extension sensor.

In yet another embodiment, the method for controlling a multi-stanceaerial device includes calculating a second operating ability of theaerial device based on a second piece of data received from the aerialrotation sensor, the aerial elevation sensor, the aerial extensionsensor, or the stabilizing sensor with the computer control system. Alsoincluded in the method, is displaying a second graphical representationon the electronic display based on the second operating ability of theaerial device calculated by the computer control system.

Other aspects, objectives and advantages of the invention will becomemore apparent from the following detailed description when taken inconjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings incorporated in and forming a part of thespecification illustrate several aspects of the present invention and,together with the description, serve to explain the principles of theinvention. In the drawings:

FIG. 1A is a side view of a vehicle with an aerial device incorporatingan embodiment of the present invention;

FIG. 1B is a side view of a vehicle with an aerial device incorporatingan further embodiment of the present invention;

FIG. 2 is a perspective view of the vehicle of FIG. 1A furtherillustrating the stabilizers in an extended position;

FIG. 3 is a front perspective view of the vehicle of FIG. 1Aillustrating an exploded view of the ladder and being extended generallyperpendicular to the ground;

FIG. 4 is a front perspective view of the vehicle of FIG. 1Aillustrating the ladder in an extended position generally parallel tothe ground;

FIG. 5 is a top down view of the vehicle illustrate in FIG. 1Aillustrating the stabilizers in a fully extended position;

FIG. 6 is a top down view of the vehicle illustrate in FIG. 1Aillustrating the stabilizers in a partially extended position;

FIG. 7 is a perspective view of another embodiment of a vehicleincluding an device and stabilizers in an extended position;

FIG. 8 is a front perspective view of the vehicle of FIG. 7 illustratingthe boom and bucket of the aerial device extended in a first positionrelative to the ground;

FIG. 9 is a front perspective view of the vehicle of FIG. 7 illustratingthe boom and bucket extended in a second position relative to theground;

FIG. 10 is a top down view of the vehicle illustrate in FIG. 7illustrating the stabilizers in a fully extended position;

FIG. 11 is a top down view of the vehicle illustrate in FIG. 7illustrating the stabilizers in a partially extended position;

FIG. 12 illustrates a control panel for an aerial device incorporatingan electronic display according to one embodiment of the presentinvention;

FIG. 13 illustrates a traditional control panel for an aerial devicebeing used with a separate electronic display according to oneembodiment of the present invention;

FIG. 14 schematically illustrates a computer control system for anaerial device according to one embodiment of the present invention;

FIG. 15 illustrates a first screen shot of an electronic displayaccording to one aspect of the present invention;

FIG. 16 illustrates a second screen shot of the electronic displayillustrated in FIG. 15;

FIG. 17 illustrates a third screen shot of the electronic displayillustrated in FIG. 15;

FIG. 18 illustrates a fourth screen shot of the electronic displayillustrated in FIG. 15;

FIG. 19 is a perspective view of a traditional physical load chart and ajoystick style control panel used for controlling an aerial devicecoupled to a vehicle; and

FIG. 20 is a perspective view of a traditional physical load chart and atraditional lever style control panel used for controlling an aerialdevice coupled to a vehicle.

While the invention will be described in connection with certainpreferred embodiments, there is no intent to limit it to thoseembodiments. On the contrary, the intent is to cover all alternatives,modifications and equivalents as included within the spirit and scope ofthe invention as defined by the appended claims.

DETAILED DESCRIPTION OF THE INVENTION

FIGS. 1-6 illustrate a vehicle 10 with an aerial and platform device 12.The aerial device 12 includes a ladder 14 and a control means 16. InFIG. 1A the ladder 14 of the aerial device 12 has a first end 18 that iscoupled to the control means 16 and a second end 20 that is free. InFIG. 1B the ladder of an the aerial device 12 has a first end 18 that iscoupled to the control means 16 and a second end 20 that is coupled to aplatform 22.

Extending along the ladder 14 of the aerial device 12 may be piping 13designed to allow fluid, such as water, to flow from the piping 13 whenthe fluid is sufficiently pressurized. At the end of the piping 13 canbe a fluid monitor nozzle 15 that can meter the flow of the pressurizedfluid being expelled from the piping 13.

The control means 16 of the vehicle 10 can rotate the ladder 14 and/orladder 14 and platform 22 about vertical axis A in a first direction 23and a second direction 25 that is opposite the first direction 23 whilethe body 24 of the vehicle 10 remains stationary. Further, the controlmeans 16 can extend and retract the aerial device 12 along a firstdirection 28 of axis B and a second direction 30 of axis B that isopposite the first direction 28 of axis B. Finally, as shown in FIG. 4,the control means 16 can also control the pitch or angle of the aerialdevice 12 by lowering the aerial device 12 radially in a first direction31 and raising the aerial device 12 radially in a second direction 33that is opposite the first direction 31.

As will be understood, the rotation of the control means 16 aboutvertical axis A will also cause rotation of the ladder 14 about verticalaxis A of the control means 16 due to the first end 18 of the ladder 14being coupled with the control means 16 of the vehicle 10.

As will also be understood, the ladder 14 includes a number of segments26 that are slidably supported over one another such that the ladder 14can be extended by sliding the segments 26 in a first direction 28 alongaxis B relative to one another and retracted by sliding the segments 26in a second direction 30 along axis B that is opposite the firstdirection 28 relative to one another.

As will be understood, as the segments 26 of the ladder 14 are slidableover one another to extend the ladder 14 it will also cause the platform22 coupled to the ladder 14 to be extended. Likewise, as the segments 26of the ladder 14 are slide over one another to retract the ladder itwill also cause the platform 22 coupled to the ladder 14 to beretracted.

As the aerial device 12 is moved by the control means 16 the weight ofthe ladder 14 and the platform 22 shifts from one position to the next.For example, as the aerial device 12 moves from the position illustratedin FIG. 3 to the position illustrated in FIG. 4 the weight of the aerialdevice 12 is no longer centered over the body 24 of the vehicle 10. Asthe weight of the aerial device 12 shifts away from the center of thebody 24 of the vehicle 10 it will cause the vehicle 10 to also shift inthe same direction that the aerial device 12 is shifting. This can bothdestabilize the vehicle 10 along with the aerial device 12 that is beingsupported by the vehicle 10.

As shown in FIG. 2, to prevent the destabilization of the vehicle 10 andthe aerial device 12, the vehicle 10 includes stabilizers 32 a, 32 b, 32c, and 32 d that provide support to the vehicle 10 and the ladder 14 bywidening the base of support of the vehicle 10. As will be understood,the base of support of the vehicle 10 is widened by increasing theamount of area underneath the outermost contact points of the vehicle byextending the stabilizers 32 a, 32 b, 32 c, and 32 d away from thevehicle 10 and allowing the stabilizers 32 a, 32 b, 32 c, and 32 d tomake contact with the ground 48 surrounding the vehicle 10.

As illustrated, the stabilizers 32 a, 32 b extend from the first side 34of the body 24 of the vehicle 10 and stabilizers 32 c, 32 d that extendfrom the second side 36 of the body of the vehicle 10. The stabilizers32 a, 32 b, 32 c, 32 d include a bar 38, a shaft 40 and a stabilizingpad 42 that makes contact with the ground 48 surrounding the vehicle 10.

FIG. 5 illustrates the stabilizers 32 a, 32 b, 32 c, 32 d in a fullyextended position where the bars 38 of the stabilizers 32 a, 32 b havebeen extended their full length relative to the first side 34 of thevehicle 10 and the bars 38 of stabilizers 32 c, 32 d have been extendedtheir full length relative to the second side 36 of the vehicle 10.

When the beams 38 of the stabilizers 32 a, 32 b, 32 c, 32 d have beenfully extended then the jacks 40 are extended generally perpendicular tothe beams 38 and then the stabilizing pads 42, which are generallyperpendicular to the jacks 40 make contact with and rest against theground 48.

As will be understood, when the stabilizing pads 42 of the stabilizers32 a, 32 b, 32 c, 32 d make contact with the ground 48 they act as a wayto provide support to and stabilize the vehicle 10 from the shiftingload created by the rotation of the ladder and aerial platform device 12about axis A as well as the extension and retraction of the aerialdevice 12 along axis B.

FIG. 6 illustrates the stabilizers 32 a, 32 b, 32 c, 32 d in only apartially extended position. The stabilizers 32 a, 32 b, 32 c, 32 d areonly extended a distance D5, D6, D7, D8 that represents a portion thefully extended positions D1, D2, D3, D4 of respective stabilizers 32 a,32 b, 32 c, 32 d (see FIG. 5).

As will be understood, when the stabilizers 32 a, 32 b, 32 c, 32 d arein their fully extended position, as shown in FIG. 5, they provide themaximum amount of support to the vehicle 10 when the aerial device 12 isdeployed because the full extension of the stabilizers 32 a, 32 b, 32 c,32 d creates the largest base of support for the vehicle 10, which inturn helps to prevent the vehicle 10 from tilting as the weight of theaerial device 12 is shifted during its use.

As will also be understood, when the stabilizers 32 a, 32 b, 32 c, 32 dare in their partially extended position, as shown in FIG. 6, theyprovide only a portion of the maximum amount of support to the vehicle10 when the aerial device 12 is deployed relative to when stabilizers 32a, 32 b, 32 c, 32 d are in their fully extended position (see FIG. 5)because the stabilizers 32 a, 32 b, 32 c, 32 d are forming only aportion of the largest support base possible for the vehicle 10, which,as discussed above, is when the stabilizers 32 a, 32 b, 32 c, 32 d arein their fully extended positon (see FIG. 5).

Thus, when the stabilizers 32 a, 32 b, 32 c, 32 d are in their partiallyextended position they do provide support to the vehicle 10 to help itfrom tilting as the weight of the aerial device 12 is shifted during itsuse, but not as much support as when the stabilizers 32 a, 32 b, 32 c,32 d are in their fully extended position (see FIG. 5).

FIGS. 7-11 illustrate another embodiment of a vehicle 10′ having anaerial device 12′. The aerial device 12′ includes a boom 27 comprisingfoldable segments 29 that are capable of being folded over one anotherto extend and retract the aerial device 12′. The aerial device 12′ alsoincludes a control means 16 coupled to a first end of the boom 27 and abucket 35 coupled to a second end of the boom 27.

The boom 27 of the aerial device 12 also includes piping 13′ designed toexpel a fluid, such as water, from the piping 13′ when the fluid hasbeen sufficiently pressurized. At the end of the piping 13′ is a fluidmonitor nozzle 15′ designed to meter expulsion of the pressurized fluidfrom the piping 13′ extending along the boom 27 of the aerial device12′.

The control means 16′ of the vehicle 10′ can rotate the aerial device12′ about vertical axis A′ in a first direction 23′ and a seconddirection 25′ that is opposite the first direction 23′ while the body24′ of the vehicle 10′ remains stationary. Further, the control means16′ can extend and retract the aerial device 12′ along a first direction28′ of axis B′ and a second direction 30′ of axis B′ that is oppositethe first direction 28′ of axis B′.

Further, as shown in FIG. 9, the control means 16′ can also control thepitch or angle of the aerial device 12′ by lowering the aerial device12′ radially in a first direction 31′ and raising the aerial device 12′radially in a second direction 33′ that is opposite the first direction31′.

As will be understood, the rotation of the control means 16′ aboutvertical axis A′ will also cause rotation of the aerial device 12′ aboutvertical axis A′ of the control means 16′ due to the first end of theboom 27 being coupled with the control means 16′ of the vehicle 10′.

As will also be understood, when a user wants to extend the aerialdevice 12′ along axis B′ the user will instruct the control means 16′ tounfold the foldable segments 29 which will cause the boom 27 of theaerial device 12′ to extended in a first direction 28′ along axis B′(see FIGS. 8 and 9). If a user wants to retract the aerial device 12′the user will instruct the control means 16′ to fold the foldablesegments 29 which will cause the boom 27 of the aerial device 12′retract in a second direction 30′ along axis B′ (see FIG. 7).

Further, as the foldable segments 29 of the aerial device 12′ areunfolded to extend the boom 27 in the first direction 28′ along axis B′it will also cause the bucket 35 coupled to the end of the boom 27 toalso extend in the first direction 28′ along axis B′. Further, as thefoldable segments 29 of the aerial device 12′ are folded to retract theboom 27 along the second direction 30′ along axis B′ it will cause thebucket 35 coupled to the end of the boom 27 to retract along the seconddirection 30′ along axis B′. Thus, as will be understood, a user cancontrol the position of the bucket 35 by sending instructions to controlmeans 16′ to either fold or unfold the foldable segments 29 to extend orretract the boom 27 of the aerial device 12′.

Next, as the aerial device 12′ is moved by the control means 16′ theweight of the boom 27 and bucket 35 shifts from one position to thenext. For example, as the aerial device 12′ moves from the positionillustrated in FIG. 8 to the position illustrated in FIG. 9 the weightof the aerial device 12′ shifts such that it is no longer centered overthe body 24′ of the vehicle 10′. As the weight of the aerial device 12′shifts away from the center of the body 24′ of the vehicle 10′ it willcause the vehicle 10′ to also shift in the same direction that theaerial device 12′ is shifting. This can both destabilize the vehicle 10′along with the aerial device 12′ that is being supported by the vehicle10′.

As shown in FIGS. 10 and 11, to prevent the destabilization of thevehicle 10′ and the aerial device 12′, the vehicle 10′ includesstabilizers 32 a′, 32 b′, 32 c′, and 32 d′ that provide support to thevehicle 10′ and the aerial device 12′ by widening the base of support ofthe vehicle 10′. As will be understood, the base of support of thevehicle 10′ is increased by increasing the area of the outermost contactpoints of the vehicle 10′ by extending the stabilizers 32 a′, 32 b′, 32c′, and 32 d′ away from the body 24′ of the vehicle 10′ and having thestabilizers 32 a′, 32 b′, 32 c′, and 32 d′ make contact with the ground48′ that surrounds the body 24′ of the vehicle 10′.

As illustrated, the stabilizers 32 a′, 32 b′ extend from the first side34′ of the body 24′ of the vehicle 10′ and stabilizers 32 c′, 32 d′ thatextend from the second side 36′ of the body of the vehicle 10′. Thestabilizers 32 a′, 32 b′, 32 c′, 32 d′ include a bar 38′ and astabilizing pad 42′ that makes contact with the ground 48′ surroundingthe vehicle 10′ when the bars 38′ of the stabilizers 32 a′, 32 b′, 32c′, 32 d′ are in an at least partially extended state.

FIG. 10 illustrates the stabilizers 32 a′, 32 b′, 32 c′, 32 d′ in afully extended position where the bars 38′ of the stabilizers 32 a′, 32b′ have been extended their full length relative to the first side 34′of the vehicle 10′ and the bars 38′ of stabilizers 32 c′, 32 d′ havebeen extended their full length relative to the second side 36′ of thevehicle 10′.

When the beams 38′ of the stabilizers 32 a′, 32 b′, 32 c′, 32 d′ havebeen extended the stabilizing pads 42′ make contact with and restagainst the ground 48′. As will be understood, when the stabilizing pads42′ of the stabilizers 32 a′, 32 b′, 32 c′, 32 d′ make contact with theground 48′ they act as a way to provide support to and stabilize thevehicle 10′ from the shifting load created by the rotation of the aerialdevice 12′ about axis A′ as well as the extension and retraction of theaerial device 12′ along axis B′.

FIG. 11 illustrates the stabilizers 32 a′, 32 b′, 32 c′, 32 d′ in only apartially extended position. The stabilizers 32 a′, 32 b′, 32 c′, 32 d′are only extended a distance D5′, D6′, D7′, D8′ that represents aportion the fully extended positions D1′, D2′, D3′, D4′ of respectivestabilizers 32 a′, 32 b′, 32 c′, 32 d′ (see FIG. 10).

As will be understood, when the stabilizers 32 a′, 32 b′, 32 c′, 32 d′are in their fully extended position, as shown in FIG. 10, they providethe maximum amount of support to the vehicle 10′ when the aerial device12′ is deployed because the full extension of the stabilizers 32 a′, 32b′, 32 c′, 32 d′ creates the largest base of support for the vehicle10′, which in turn helps to prevent the vehicle 10′ from tilting as theweight of the aerial device 12′ is shifted during its use.

As will also be understood, when the stabilizers 32 a′, 32 b′, 32 c′, 32d′ are in their partially extended position, as shown in FIG. 11, theyprovide only a portion of the maximum amount of support to the vehicle10′ when the aerial device 12′ is deployed relative to when stabilizers32 a′, 32 b′, 32 c′, 32 d′ are in their fully extended position (seeFIG. 10) because the stabilizers 32 a′, 32 b′, 32 c′, 32 d′ are formingonly a portion of the largest support base possible for the vehicle 10′,which, as discussed above, is when the stabilizers 32 a′, 32 b′, 32 c′,32 d′ are in their fully extended positon (see FIG. 10).

Thus, as will be understood, when the stabilizers 32 a′, 32 b′, 32 c′,32 d′ are in their partially extended position they do provide supportto the vehicle 10′ to help it from tilting as the weight of the aerialdevice 12′ is shifted during its use, but not as much support as whenthe stabilizers 32 a′, 32 b′, 32 c′, 32 d′ are in their fully extendedposition (see FIG. 10).

FIG. 12 illustrates one embodiment of a control panel 74 for an aerialdevice 12 according to an embodiment of the present invention. Thecontrol panel 74 has a controller 76 including a joystick 78 with anintegrated electronic display 88.

To extend the ladder 14 and platform device 22 in the first direction 28along axis B (see FIGS. 1A and 1B) using the control panel 74 theoperator will push the joystick 78 in the forward direction 80.Likewise, to retract the ladder 14 and platform device 22 in the seconddirection 30 along axis B the operator will push the joystick 78 in thereverse direction 82.

Further, to rotate the ladder 14 and platform 22 about axis A (see FIGS.1A and 1B) using the control panel 74 the operator will push thejoystick 78 in the first side direction 84 to rotate the control means16 in in the first direction 23 about axis A and will push the joystick78 in the second side direction 86 to rotate the control means 16 in thesecond direction 25 about axis A.

However, instead of having to consult a traditional physical load chart54 (see FIG. 19) to ascertain the operational parameters of the aerialdevice 12 the operator will simply need to consult the electronicdisplay 88 that will provide the operator with an appropriate graphicalrepresentation 102, 104, 106, 108 (see FIGS. 10-13) demonstrating thecapability of the aerial device 12 based on the current operationalparameters.

As will be understood, an electronic display 88 can also be easilyincorporated into the more traditional three lever controller 53 usedfor controlling an aerial device illustrated in FIG. 20, in order toprovide the operator with an appropriate graphical representation 102,104, 106, 108 (see FIGS. 10-13) demonstrating the capability of theaerial device 12 based on the current operational parameters.

FIG. 13 illustrates another embodiment of a control panel 75 for anaerial device 12 according to the present invention. Like the embodimentof FIG. 12 the control panel 75 has a controller 77 including a joystick79.

To extend the ladder 14 and platform 22 in the first direction 28 alongaxis B (see FIGS. 1A and 1B) using the control panel 75 the operator 55will push the joystick 79 in the forward direction 81. Likewise, toretract the ladder 14 and platform 22 in the second direction 30 alongaxis B the operator will push the joystick 79 in the reverse direction83.

Further, to rotate the ladder 14 and platform 22 about axis A (see FIGS.1A and 1B) using the control panel 75 the operator 55 will push thejoystick 79 in the first side direction 85 and the second side direction87.

However, in the control panel 75 of FIG. 13 the electronic display 88 isa separate component from the controller 77.

As will be understood, by the electronic display 88 being a separatecomponent from the controller 77 a user can simply install theelectronic display 88 and the computer control system 89, shown in FIG.14, to a control panel 75 without also having to upgrade the traditionalcontroller 77. In this embodiment, the electronic display 88 andcomputer control system 89 can then immediately be used with thetraditional controller 77 by replacing the traditional load chart 50(see FIG. 19).

As will be understood, as the electronic display 88 is a separatecomponent from the controller 77 it can also be designed to use with amultitude of different controllers for various aerial devices, such as,but not limited to the more traditional three lever controller 53 usedfor controlling an aerial device illustrated in FIG. 20, in order toprovide the operator with an appropriate graphical representation 102,104, 106, 108 (see FIGS. 10-13) demonstrating the capability of theaerial device 12 based on the current operational parameters.

FIG. 14 illustrates a computer control system 89 having a processor 90and a memory 91. The processor 90 of the computer control system 89 iscapable of executing any instructions stored in the memory of thecomputer control system 89.

The computer control system 89 is electrically coupled to the electronicdisplay 88 such that the computer control system 89 can provideinstructions on what message the electronic display 88 should be showingthe operator based on the current operational parameters of the aerialdevice 12.

As will be understood, the computer control system 89 may use a numberof current operational parameters to determine which message should becurrently shown to the operator on the electronic display 88, such as,but not limited to, the number of people on the platform, the placementof the people on the platform, the angle that the ladder and platformare being extended, the height of the extended ladder and platform, andthe reach of the extended ladder and platform, and the rotation of theladder and platform about axis B.

The computer control system 89 is also coupled to a power source 92 thatprovides electrical power to the computer control system 89 and/or tothe electronic display 88.

In the illustrated embodiment, the computer control system 89 is alsoelectrically coupled to send and receive electrical signals and/orelectrical power to a stabilizer sensor 94, an aerial elevation sensor96, an aerial extension sensor 98, an aerial rotation sensor 100, afluid presence sensor 101, a fluid flow sensor 103, a lateral vehicleangle sensor 110 and a longitudinal vehicle angle sensor 112.

The stabilizer sensor 94 senses the position of the stabilizers 32 a, 32b, 32 c, 32 d as they are currently being deployed during the operationof the aerial device 12. The stabilizer sensor 94 will collect data onthe position of each of the stabilizers 32 a, 32 b, 32 c, 32 d and sendthis data to the computer control system 89 where it will be used as oneof the parameters to calculate the current operational parameters of theaerial device 12.

The aerial elevation sensor 96 senses the elevation of the aerial device12 relative to the ground 48 and then transmits the elevation of theaerial device 12 to the computer control system 89 where it will be usedas one of the parameters to calculate the current operational parametersof the aerial device 12.

The aerial extension sensor 98 senses how far the ladder 14 of theaerial device 12 is extended and then transmits the extension data ofthe aerial device 12 to the computer control system 89 where it willalso be used as one of the parameters to calculate the currentoperational parameters of the aerial device 12.

The aerial rotation sensor 100 senses the current rotational position ofthe aerial device 12 about axis A (see FIGS. 1A and 1B) and thentransmits the current rotational of the aerial device 12 about axis A tothe computer control system 89 where it will also be used as one of theparameters to calculate the current operational parameters of the aerialdevice 12.

The fluid presence sensor 101 senses if fluid is present in the piping13 (see FIG. 2) of the aerial device 12 and then transmits the fluidpresence data, such as the presence or amount or pressurization of thefluid currently in the piping 13 of the aerial device 12, to thecomputer control system 89 where it will also be used as one of theparameters to calculate the current operational parameters of the aerialdevice 12.

The fluid flow sensor 103 senses if fluid is presently passing throughthe fluid monitor nozzle 15 at the end of the piping 13 (see FIG. 2) ofthe aerial device 12 and then transmits the fluid flow data to thecomputer control system 89 where it will also be used as one of theparameters to calculate the current operational parameters of the aerialdevice 12.

The lateral vehicle angle sensor 110 senses at what angle relative toearth the vehicle 10 is situated in a side-to-side orientation and thentransmits the angle data to the computer control system 89 where it willalso be used as one of the parameters to calculate the currentoperational parameters of the aerial device 12.

The longitudinal vehicle angle sensor 112 senses at what angle relativeto earth the vehicle 10 is situated in a front-to-back direction andthen transmits the angle data to the computer control system 89 where itwill also be used as one of the parameters to calculate the currentoperational parameters of the aerial device 12.

As will be understood, the computer control system 89 continuouslymonitors and processes the data being transmitted to the computercontrol system 89 from the stabilizer sensor 94, the aerial elevationsensor 96, the aerial extension sensor 98, the aerial rotation sensor100, the fluid presence sensor 101, the fluid flow sensor 103, thelateral vehicle angle sensor 110, and the longitudinal vehicle anglesensor 112. If any of the data being transmitted by the sensors 94, 96,98, 100, 101, 103, 110, 112 changes to such a degree that theoperational parameters of the aerial device 12 change then the computercontrol system 89 detects the changes in the operational parameters inreal time and transmits the appropriate signal to change the graphicalrepresentation 102, 104, 106, 108 (see FIGS. 10-13) of the electronicdisplay 88 in order to provide the operator with the updated operationalparameters of the aerial device 12 based on the current data transmittedby the sensors 94, 96, 98, 100, 101, 103, 110, 112.

As such, the graphical representations 102, 104, 106, 108 shown to theuser on the electronic display 89 are updated in real time according tothe data transmitted by the sensors 94, 96, 98, 100, 101, 103, 110, 112in order to provide the user with the most up to date operationalparameters available.

FIG. 15 illustrates a first graphical representation 102 being displayedon the electronic display 88. The first graphical representation 102 isa schematic illustration of the aerial device 12, including the ladder14 and platform 22, the vehicle 10, user 55, and the number and positionof personnel 66 that can safely use the aerial device 12 according tothe current operational parameters detected by the sensors 94, 96, 98,100, 101, 103, 110, 112.

As discussed above, the operational parameters displayed by the firstgraphical representation 102 are calculated by the computer controlsystem 89 after receiving input from the stabilizer sensors 94, theaerial extension sensor 98, the aerial elevation sensor 96, the aerialrotation sensor 100, the fluid presence sensor 101, the fluid flowsensor 103, the lateral vehicle angle sensor 110, and the longitudinalvehicle angle sensor 112.

For the first graphical representation 102, the stabilizer sensor 94senses that the stabilizers 32 a, 32 b, 32 c, 32 d current spread is 16feet, the aerial elevation sensor 96 senses that the elevation is 0°,the aerial extension sensor 98 senses that the extension of the ladder14 is 101 feet along axis B (see FIGS. 1A and 1B), the aerial rotationsensor 100 senses the position of the aerial device 12 about axis A (seeFIGS. 1A and 1B), the fluid presence sensor 101 is not detecting fluidin the piping 13 of the aerial device 12, and the fluid flow sensor 103does not sense that any fluid is flowing through the fluid monitornozzle 15 at the end of the piping 13 of the aerial device 12 (see FIG.2).

After seeing the first graphical representation 102 illustrated in FIG.15, the user 55 is alerted of the current operating parameters of theaerial device 12 and that the aerial device 12 can safely hold threepersonnel 66 at the tip of the ladder 14 near the platform 22 of theaerial device 12 under the current operating parameters.

Turning to FIG. 16, illustrating a second graphical representation 104being displayed on the electronic display 88 that visually illustrates asecond set of operational parameters to be followed by the user 55.

The operational parameters being displayed by the second graphicalrepresentation 104 were calculated by the computer control system 89after receiving a second input from the stabilizer sensors 94, theaerial extension sensor 98, the aerial elevation sensor 96, the aerialrotation sensor 100, the fluid presence sensor 101, the fluid flowsensor 103, the lateral vehicle angle sensor 110, and the longitudinalvehicle angle sensor 112.

For the second graphical representation 104, the stabilizer sensor 94has sent a second signal to the computer control system 89 that thestabilizers 32 a, 32 b, 32 c, 32 d spread has decreased to 14 feet, theaerial elevation sensor 96 has sent a second signal to the computercontrol system 89 that the elevation is still 0°, the aerial extensionsensor 98 has sent a second signal to the computer control system 89that the extension of the ladder 14 is still 101 feet along axis B (seeFIGS. 1A and 1B), and the aerial rotation sensor 100 senses the positionof the aerial device 12 has remained the same about axis A (see FIGS. 1Aand 1B), the fluid presence sensor 101 is not detecting fluid in thepiping 13 of the aerial device 12, and the fluid flow sensor 103 doesnot sense that any fluid is flowing through the fluid monitor nozzle 15at the end of the piping 13 of the aerial device 12 (see FIG. 2).

After seeing the second graphical representation 104, illustrated inFIG. 16, the user 55 is alerted of the current operating parameters ofthe aerial device 12 and that the aerial device 12 can safely hold twopersonnel 66 at the tip of the ladder 14 near the platform 22 of theaerial device 12 under the current operating parameters.

FIG. 17, illustrates a third graphical representation 106 displayed onthe electronic display 88 that visually illustrates a third set ofoperational parameters to be followed by the user 55.

The operational parameters being displayed by the third graphicalrepresentation 106 were calculated by the computer control system 89after receiving a third input from the stabilizer sensors 94, the aerialextension sensor 98, the aerial elevation sensor 96 the aerial rotationsensor 100, the fluid presence sensor 101, the fluid flow sensor 103,the lateral vehicle angle sensor 110, and the longitudinal vehicle anglesensor 112.

For the third graphical representation 106, the stabilizer sensor 94 hassent a third signal to the computer control system 89 that thestabilizer 32 a, 32 b, 32 c, 32 d spread has decreased to 12 feet, theaerial elevation sensor 96 has sent a third signal to the computercontrol system 89 that the elevation is still 0°, the aerial extensionsensor 98 has sent a third signal to the computer control system 89 thatthe extension of the ladder 14 is still 101 feet along axis B (see FIGS.1A and 1B), and the aerial rotation sensor 100 senses the position ofthe aerial device 12 has remained the same about axis A (see FIGS. 1Aand 1B), the fluid presence sensor 101 is not detecting fluid in thepiping 13 of the aerial device 12, and the fluid flow sensor 103 doesnot sense that any fluid is flowing through the fluid monitor nozzle 15at the end of the piping 13 of the aerial device 12 (see FIG. 2).

After seeing the third graphical representation 106, illustrated in FIG.17, the user 55 is alerted of the current operating parameters of theaerial device 12 and that the aerial device 12 can only safely hold oneperson 66 at the tip of the ladder 14 near the platform 22 of the aerialdevice 12 under the current operating parameters.

FIG. 18 illustrates a fourth graphical representation 108 displayed onthe electronic display 88 that visually illustrates a fourth set ofoperational parameters to be followed by the user 55.

The operational parameters being displayed in the fourth graphicalrepresentation 108 were calculated by the computer control system 89after receiving a fourth input from the stabilizer sensors 94, theaerial extension sensor 98, the aerial elevation sensor 96, the aerialrotation sensor 100, the fluid presence sensor 101, the fluid flowsensor 103, the lateral vehicle angle sensor 110, and the longitudinalvehicle angle sensor 112.

For the fourth graphical representation 108, the stabilizer sensor 94has sent a fourth signal to the computer control system 89 that thestabilizer 32 a, 32 b, 32 c, 32 d spread is 16 feet, the aerialelevation sensor 96 has sent a fourth signal to the computer controlsystem 89 that the current elevation is 72°, the aerial extension sensor98 has sent a fourth signal to the computer control system 89 that theextension of the ladder 14 is still 101 feet along axis B (see FIGS. 1Aand 1B), and the aerial rotation sensor 100 senses the position of theaerial device 12 has remained the same about axis A (see FIGS. 1A and1B), the fluid presence sensor 101 is not detecting fluid in the piping13 of the aerial device 12, and the fluid flow sensor 103 does not sensethat any fluid is flowing through the fluid monitor nozzle 15 at the endof the piping 13 of the aerial device 12 (see FIG. 2).

After seeing the fourth graphical representation 108 illustrated in FIG.18, the user 55 is alerted of the current operating parameters of theaerial device 12 and that the aerial device 12 can safely hold threepersonnel 66 at the tip of the ladder 14 while three other personnel areusing the ladder 14 under the current operating parameters.

As will be understood, any number of graphical representations based onthe current operating parameters of the aerial device 12 can beprogrammed into the computer control system 89 and can be immediatelydisplayed to the user 55 such that the user 55 is given constant updatesregarding the operating parameters of the aerial device 12 in order tokeep the personal 66 using the aerial device 12 safe.

All references, including publications, patent applications, and patentscited herein are hereby incorporated by reference to the same extent asif each reference were individually and specifically indicated to beincorporated by reference and were set forth in its entirety herein.

The use of the terms “a” and “an” and “the” and similar referents in thecontext of describing the invention (especially in the context of thefollowing claims) is to be construed to cover both the singular and theplural, unless otherwise indicated herein or clearly contradicted bycontext. The terms “comprising,” “having,” “including,” and “containing”are to be construed as open-ended terms (i.e., meaning “including, butnot limited to,”) unless otherwise noted. Recitation of ranges of valuesherein are merely intended to serve as a shorthand method of referringindividually to each separate value falling within the range, unlessotherwise indicated herein, and each separate value is incorporated intothe specification as if it were individually recited herein. All methodsdescribed herein can be performed in any suitable order unless otherwiseindicated herein or otherwise clearly contradicted by context. The useof any and all examples, or exemplary language (e.g., “such as”)provided herein, is intended merely to better illuminate the inventionand does not pose a limitation on the scope of the invention unlessotherwise claimed. No language in the specification should be construedas indicating any non-claimed element as essential to the practice ofthe invention.

Preferred embodiments of this invention are described herein, includingthe best mode known to the inventors for carrying out the invention.Variations of those preferred embodiments may become apparent to thoseof ordinary skill in the art upon reading the foregoing description. Theinventors expect skilled artisans to employ such variations asappropriate, and the inventors intend for the invention to be practicedotherwise than as specifically described herein. Accordingly, thisinvention includes all modifications and equivalents of the subjectmatter recited in the claims appended hereto as permitted by applicablelaw. Moreover, any combination of the above-described elements in allpossible variations thereof is encompassed by the invention unlessotherwise indicated herein or otherwise clearly contradicted by context.

1. A vehicle comprising: a body; an aerial device operable to rotate,extend, and retract relative to the body; a stabilizer operable toextend away from the body and configured to contact a ground surface; acontrol panel; an electronic display; a computer control system; and astabilizer sensor that senses an operational parameter of thestabilizer; wherein the computer control system receives a piece of datasensed by the stabilizer sensor and generates a graphical representationof the current operating ability of the aerial device based on theoperational parameter of the stabilizer and the graphical representationof the current operating ability is displayed on the electronic displayof the control panel.
 2. The vehicle of claim 1, wherein the operationalparameter detected by the stabilizer sensor is the spread of astabilizer.
 3. The vehicle of claim 1, further comprising an aerialelevation sensor that senses an elevation of the aerial device, whereinthe computer control system receives a piece of data corresponding withthe elevation and generates the graphical representation of the currentoperating ability of the aerial device based on the elevation that isdisplayed on the electronic display of the control panel.
 4. The vehicleof claim 1, further comprising an aerial rotation sensor that senses arotational position about a rotational axis of the aerial device,wherein the computer control system receives a piece of datacorresponding with the rotational position and generates the graphicalrepresentation of the current operating ability of the aerial devicebased on the rotational position that is displayed on the electronicdisplay of the control panel.
 5. The vehicle of claim 1, furthercomprising an aerial extension sensor that senses an extension of theaerial device along an extension axis, wherein the computer controlsystem receives a piece of data corresponding with the extension andgenerates the graphical representation of the current operating abilityof the aerial device based on the extension that is displayed on theelectronic display of the control panel.
 6. The vehicle of claim 1,further comprising a fluid presence sensor that senses fluid presence ina piping of the aerial device, wherein the computer control systemreceives a piece of data corresponding with the fluid presence andgenerates the graphical representation of the current operating abilityof the aerial device based on the fluid presence that is displayed onthe electronic display of the control panel.
 7. The vehicle of claim 1,further comprising a fluid flow sensor that senses fluid flow out of afluid monitor nozzle, wherein the computer control system receives apiece of data corresponding with the fluid flow and generates thegraphical representation of the current operating ability of the aerialdevice based on the fluid flow that is displayed on the electronicdisplay of the control panel.
 8. The vehicle of claim 1, wherein thegraphical representation includes the operational parameter of thestabilizer and the current operating ability of the aerial device. 9.The vehicle of claim 8, wherein the graphical representation of thecurrent operating ability of the aerial device includes a graphicalrepresentation of a number of personnel that can use the aerial device.10. A vehicle comprising: a body; an aerial device operable to rotate,extend, and retract relative to the body; a control panel; an electronicdisplay; a computer control system; and an aerial elevation sensor thatsenses an elevation of the aerial device, wherein the computer controlsystem receives a piece of data corresponding with the elevation andgenerates a graphical representation of the current operating ability ofthe aerial device based on the elevation that is displayed on theelectronic display of the control panel.
 11. The vehicle of claim 10,further comprising an aerial rotation sensor that senses a rotationalposition about a rotational axis of the aerial device, wherein thecomputer control system receives a piece of data corresponding with therotational position and generates the graphical representation of thecurrent operating ability of the aerial device based on the rotationalposition that is displayed on the electronic display of the controlpanel.
 12. The vehicle of claim 10, further comprising an aerialextension sensor that senses an extension of the aerial device along anextension axis, wherein the computer control system receives a piece ofdata corresponding with the extension and generates the graphicalrepresentation of the current operating ability of the aerial devicebased on the extension that is displayed on the electronic display ofthe control panel.
 13. The vehicle of claim 10, further comprising afluid presence sensor that senses fluid presence in a piping of theaerial device, wherein the computer control system receives a piece ofdata corresponding with the fluid presence and generates the graphicalrepresentation of the current operating ability of the aerial devicebased on the fluid presence that is displayed on the electronic displayof the control panel.
 14. The vehicle of claim 10, further comprising afluid flow sensor that senses fluid flow out of a fluid monitor nozzle,wherein the computer control system receives a piece of datacorresponding with the fluid flow and generates the graphicalrepresentation of the current operating ability of the aerial devicebased on the fluid flow that is displayed on the electronic display ofthe control panel.
 15. The vehicle of claim 10, wherein the graphicalrepresentation of the current operating ability of the aerial deviceincludes a graphical representation of a number of personnel that canuse the aerial device.
 16. The vehicle of claim 15, wherein thegraphical representation of the current operating ability of the aerialdevice includes a graphical representation of a location along theaerial device of the number of personnel.
 17. A method for controlling amulti-stance aerial device comprising: calculating a current operatingability of an aerial device with a computer control system based on apiece of data received from at least one of an aerial rotation sensor,an aerial elevation sensor, an aerial extension sensor, and astabilizing sensor with a computer control system; generating agraphical representation of the current operating ability of the aerialdevice based on the piece of data; and displaying the graphicalrepresentation of the current operating ability of the aerial device onan electronic display.
 18. The method of claim 17, wherein displayingthe graphical representation of the current operating ability of theaerial device includes displaying a graphical representation of a numberof personnel that can use the aerial device on the electronic display.19. The method of claim 18, wherein displaying the graphicalrepresentation of the current operating ability of the aerial deviceincludes displaying a graphical representation of a location along theaerial device of the number of personnel.
 20. The method of claim 16,wherein displaying the graphical representation of the current operatingability of the aerial device includes displaying an operationalparameter of the stabilizer and the current operating ability of theaerial device.